Automatic compression regulator



Dec. 20, 1932. w, w j 1,891,587

AUTOMATIC COMPRESSION REGULATOR Filed Feb. 23, 1952 v 3 Sheets-Sheet 1 Inventor M760 W/yf Dec. 20, 1932. w. WRIGHT AUTOMATIC COMPRESSION REGULATOR s Sheets-Sheet Filed Feb. 23, 1932 Inventor M700 M43747 flllomey w. WRIGHT 1,391,587

AUTOMATIC COMPRESSION REGULATOR Filed Feb. 25, 1952 s Sheets-Sheet a nventor flzmaazih f1 Home y Patented Dec. 20, 1932 PATENT OFFICE" f WILSON WRIGHT, OI RUSSELL SPRINGS, KANSAS I AUTOMATIC .Cb HPRESS ION REGULATOR Application filed February 28, 1932. Serial No. 594,668.

This invention relates to a structure adapted to be embodied in an internal combustion engine and expressly designed for automatically regulating the compression developed.

at varylng englne speed in order to better adjust compression conditions and enhance the efficiency of the motor.

In carrying the invention conception into actual practice I have discovered an arrangement which is susceptible of incorporation and practically all types of motors regardless of the type of valves and valve arrangements utilized in the motor construction.

The object of the invention is to provide an improved and structurally refined motor whichpromotes greater fuel economy, practically eliminates preignition knocks, expedite momentary and easier starting, supplies functions more efliciently and effectively in mountainous regions and varying'temperatures and altitudes. I

The specific construction employed for accomplishing these results will become more a readily apparent from the following description and drawings.

In the drawings:

Figure 1 is a top plan view of a four cylinder engine showing the invention incorporated therein.

F igure 2 is a fragmentary transverse sectional elevational view illustrating the construction and theory of operation.

Figure 3 is a detail view showing a dashpot arrangement used as a check. and equalizing device.

Figure 4 is a detail view of one of the. supplementary compression regulating pistons. 40 The invention is of a multiple unit character and each unit is the same and the description of one will suffice for all. Taking Figure 2 for example it will be observed that the motor block is denoted by the numeral 5 45 and the head of the motor is indicated at 6.

The block is provided with the usual reciprocatory piston 7 and complemental intake and exhaust valves. The numeral 8 indicates one of the valves. The head is constructed to accommodate the complemental spark plug 9. In addition it is constructed to form a sub- ,of compression developed. The means for acproportionally greater speed and power, and

stabilizing arm 16 pivotally connected as at taining a suitable fluid 21. The cap of the stantially diagonal open ended compression regulating cylinder 10 and the lower end of this cylinder 10 functions to cooperate with the pistons 7 and the valve 8 in defining the combustion chamber denoted by the numeral 11. This chamber is variable according to compression conditions. The compression is automatically regulated by the presence of a relatively small piston generally designated by the numeral 12. This piston is of any suitable construction and automatically op erable means is provided for changing the position of this-piston so that the explosion chamber is regulated according to the degree 05 complishing this task is betterillustrated in Figure 1. At longitudinally spaced points I provide inclined uprights, each uprightbeing denoted by the numeral 13 and formed wlth a suitable bearing 14 to accommodate a master rocker shaft 15. In'otherwords the rocker shaft 15 is mounted for oscillation in the bearings 14. .At its central portion the shaft 15 is provided with an equalizing and 17 to the piston 18 of a dash .pot arrangement generally denoted by the numeral 19in Fig ure 3. The dash pot comprises a cylinder 20 formed integral with the motor head and concylinder is provided with a stufllng box 22 to accommodate the stem of the. piston. This dash pot arrangement constitutes an automatic check device for insuring proper con-v 5 trolled operation of the rocker shaft 15 under varying conditions. Otherwise stated this dash pot check arrangement subjects the rocker shaft 15 to a steady progressive action to prevent fluttering of the pistons 12, particularly under low compression condition.

I provide a pair of duplicate devices for directly acting upon these pistons 12 and each device comprises a rockerarm 23 formed integrally on or rigidly "connected to the rocker shaft 15 at the point 24. At the left hand end as seen in Figure 2 the arm 23 is provided with a semi-spherical button 25 adjustably mounted and acting against a socketed end thrust disk 26 carried by the upper convolutions of the adjacent expansion coil small pistons are, moved down into their resprings 27. The coil spring is suitably mounted on the catch. The opposite end of this device 23 is formed into a substantially T-shaped head including a stem 28 and a pair of oppositely directed branches or extenslons 29 and 30. These constitute trunnions to which the clamping devices 31 of the cobnecting rods of the pistons 12 are connected in the assembled relation illustrated in the drawings.

The gist of the invention as will be observed from the drawings is in the provision of a master rocker shaft mounted in suitable bearings having a centralized arm pivotally connected with a hydraulic check device for stabilizing and equalizing purposes, together with a pair of additional rocker devices carried by said shaft, each device being associated with a suitably anchored expansion coil spring, and having a T-shaped head arrangement connected with the respective pairs of automatically adjustable small pistons. These small pistons are operable in the cylinders 10 of the head 6 defining a novel variable compression chamber arrangement. The position of each piston 12 is determined by the balance of power between the pressure of the expansion spring 27 and the pressure of the explosions in the cylinder on the head of the main piston which is firing at the moment. When heavy charges are being developed on the primary piston 7 the pressure will be sufficiently great to force the small piston 12 outwardly against the tension of spring means. When the compression is comparatively light or low on the piston 12 the resistance of the sprin 27 comes into play to force said piston own and minimize and automatically regulate the area of the explosion chamber 11, thus decreasinglthe area to such an extent as to increase t e compression of the motor.

This adjustment is of course regulated so that the pressure in the combustion chamber or chambers will not be great enough to preignite a charge.

In order to give greater fuel economy the spective cylinders to increase the compression in the combustion chamber when the firing cylinder is not-receiving a full charge At this time the additional pistons 12 begin to descend to give the motor more compression and hence more speed and power.

In mountain driving and changing altitudes the power of the explosion will determine the position of the piston 12 of the compression regulated device. As the air pressure becomes less, and a less charge enters the cylinder the piston 12 will descend and keep the compression even.

It is thought that the description taken in connection with the drawings will enable a clear understanding of the invention to be had. Therefore, a more lengthy description is thought unnecessary.

While the preferred embodiment of the invention has been shown and described, it is to be understood that minor changes coming within the field of invention claimed may be resorted to if desired.

Having thus described my invention, what I claim as new is:

In a structure of the class described, a motor block provided with primary cylinders, pistons mounted for reciprocation therein, said block including a head having auxiliary cylinders in alinement with the primary cylinders and defining variable compression and firing chambers, pistons in the auxiliary cylinders, a rocker shaft mounted in hearings on said block, operating connections between the pistons and said rocker shaft, rocker 'arms carried by said rocker shaft, springs mounted on the block, the free ends of the rocker arms being operatively connected with said springs, an additional rocker arm carried by the rocker shaft, a fluid check device in the form of a dash pot having a piston operatively connected to said last named rocker arm.

In testimony whereof I afiix my signature.

WILSON WRIGHT.

of fuel. Moreover when the motor is dead the small pistons will be forced down into their respective cylinders to the greatest extent permissible thus producing small compression area and consequent higher compression to promote easier starting.

The peak of the power of most motors is when the motor is rotating as fast as the valves, etc. will furnish a reasonably full charge of fuel. However the peak of a motor speed is somewhat beyond the speed of a motor when it is at its peak of power. Therefore when the motor has passed its power peak the charge in the cylinders gets smaller. 

